Aircraft based non-dedicated special mission pod mounting apparatus

ABSTRACT

Particular embodiments include a non-dedicated, temporarily installed, airborne special mission payload mounting system which is mechanically interfaced to the Air Deployment System (ADS) rails of a host cargo aircraft. An Adaptive Mounting Plate (AMP) is placed over an ADS rail section and restrained in position. Once the AMP is secured, an articulated or fixed position strut can be attached to the AMP through the opened side doorway without removing the original door. Once the strut is secured to the AMP, a one-piece or segmented two-piece pressurized door plug is installed within the vacant doorway above the strut providing an airtight seal and thereby permitting pressurization of the aircraft. The mission payload mounting system can be housed in a strut transport and alignment case which is temporarily attached to the floor of the aircraft during installation of the system, then removed.

PRIORITY

This application is a continuation under 35 U.S.C. §120 of U.S. patentapplication Ser. No. 14/150,710, filed 8 Jan. 2014, which is acontinuation under 35 U.S.C. §120 of U.S. patent application Ser. No.12/734,159, filed 14 Apr. 2010, issued as U.S. Pat. No. 8,657,230, whichclaims the benefit under 35 U.S.C. §119(e) of U.S. ProvisionalApplication No. 60/999,316, filed 17 Oct. 2007, each of which isincorporated herein by reference. This application claims the benefitunder 35 U.S.C. §265(c) of International Patent Application No.PCT/US08/11766, filed 15 Oct. 2008, which claims the benefit under 35U.S.C. §119(e) of U.S. Provisional Application No. 60/999,316, filed 17Oct. 2007, each of which is incorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to a temporarily mounted, portable, modular,aircraft-based special mission mounting system which does not requireairframe modifications to accommodate the external carriage of uniqueairborne hardware suites, such as, for example: Command, Control,Communications, Computer, Intelligence, Surveillance, and Reconnaissance(C⁴ISR) sensing, detection, targeting, tracking, communications relay,unmanned vehicle telemetry, aircraft self defense pods, or jettisonablestores.

BACKGROUND OF THE INVENTION

Aircraft-based platforms are ideally suited for time sensitiveemergency, as well as routine, sensing or other electronic based search,monitoring, surveillance and response activities. For example, numerouscivilian and military based aircraft response agencies require highresolution aerial thermal (IR), radar, ultra violet (UV), photographic,multi-spectral, hyperspectral or other sensor imagery in a timelymanner. Similarly, such agencies may also require electronicsintelligence (ELINT) data, communications relay, communicationsintelligence (COMINT) data, signals intelligence (SIGINT) data,communications jamming, satellite communications (SATCOM), satellitetelemetry, electronic support measures (ESM), electronicscountermeasures (ECM) or anti submarine warfare (ASW), magnetic anomalydetection (MAD) or missile counter measures (MCM) pods or other types ofelectronic or image sensing information pods in a timely fashion toformulate a given response.

Existing aircraft mounting methodologies for these or related C⁴ISRelectronics and sensors are typically packaged in systems dedicated to aspecific aircraft, or partially dedicated in as much that a given systemcan be mounted within a pod which can be moved between aircraft butstill necessitates air frame modifications to accommodate wing or bellymounting pylons typical of the USAF RC-12.

As an alternative, an aircraft door compatible temporary mounting systemis described in the U.S. Pat. No. 5,927,648, entitled “Aircraft BasedSensing, Detection, Targeting, Communications, and Response Apparatus”issued Jul. 27, 1999 to Richard L. K. Woodland, and incorporated hereinby reference. The Woodland invention is able to accommodate mounting onvarious aircraft without incurring any airframe modifications but iscompletely reliant on a mounting pallet to absorb flight induced loadswhich are then transferred from the torque pallet into the aircraftfloor structure. The pallet mounted special mission assembly disclosedby Woodland when used in conjunction with rear loading/jettisoning cargoaircraft like a Lockheed Martin C-130 also compromises all other backendair drop operations which require use of the air deployment system (ADS)rails.

Accordingly there is an on-going, unaddressed need to achieve aflexible, rapidly installed, roll-on, cost effective, airborne C⁴ISR andspecial mission strut and pod mounting methodology.

Further, there is a need for such a strut and pod that permits a 360degree field of view.

Further, there is a need for such a strut and pod that does notinterfere with backend cargo air drop operations.

Further, there is a need for such a strut and pod that does notinterfere with backend cargo air drop operations.

Still further, there is a need for such a strut and pod that providesin-flight extension and retraction of the strut and payload assembliesinto the fuselage for reloading or changing sensor configurations, andprovides an alternate load transfer path for externally mounted payloadsystems into the primary aircraft structure without using a pallet ornecessitating modifications to the host aircraft.

SUMMARY OF THE INVENTION

The apparatus and system of the present invention solves the problem oftemporarily mounting aircraft based special mission payload systemswithout compromising air drop operations by utilizing a rapidlyinstalled Adaptive Mounting Plate (AMP) and load transfer brace assemblywhich interfaces with the host aircraft's Air Deployment System (ADS)rails, or conversely with an Adaptive ADS rail section when ADS railsare not resident on the aircraft. The specially contoured AMP is toprovide precision fitment to the ADS Rail section which is generallyachieved by means of cargo tie down rings which protrude through the AMPand are tensioned in place by adjustable cam lock means familiar tothose skilled in the art of cargo handling systems. Other restraintsmeans are also employed by way of bolts which connect the AMP to the ADSrails, and in tum the ADS rails to the host aircraft floor. Otheralternative methodologies disclosed but not necessarily deemedadvantageous include removing the cargo tie down bolts and interfacingthe AMP directly to the bolt sockets using custom fitted bolts.Typically the AMP is machine milled to a specific contoured shape whichreflects the bolt patterns, compatible metallurgy, and operabilitymechanisms of the specific rail section it is to be mounted to. Forexample ADS rail sections five or six adjacent the paratroop doors of aLockheed Martin C-130 aircraft are different from those of an AleniaC-27J, yet the mounting methodology and load transfer path are identicalas employed in the current invention. The AMP's for each aircraft mayappear different but the connection, fastening, and load transfermethodologies are identical. The AMP is also typically milled from asingle block of non-ferrous aerospace metal which accommodates restraintand bolt devices and unique positioning of same along the top and sidesof the ADS rail. The AMP is effectively engineered to the adequatethickness to provide for the transfer of in-flight dynamic torque,lateral and other loads exerted upon the various mission payload podsand then transferred through the strut to the interior ADS rail, LoadTransfer Brace (LTB) and associated cargo tie down “D” ring locationsthereby precluding the requirement for a loads transfer (torque) pallet,or dedicated airframe modifications which interfere with aircraftbackend operations. Although the embodiment of the present invention isoptimized through use of a standard ADS rail section, a substitute ormodified rail section can be used which interfaces to the host aircraftfloor by matching the floor's unique cargo tie down bolt pattern andcreating an interface directly to the floor upon which the AMP and LTB'scan be attached.

The preferred embodiment of the present invention utilizes anelectrically actuated strut which is attached to the AMP and installedthrough a fuselage side door orifice. The system apparatus as describedherein is equipped with a NATO standard ordinance rack to accommodatethe paid mounting and release of a variety of mission pods or storeswhich are suspended external of the host airframe. Said actuated strutalso incorporating a redundant manual retraction and extension driveassembly, which is independent of the electrical drive system. Once inflight the strut can be articulated to a position below the lowerperiphery of the host aircraft fuselage to achieve a 360 degree field ofview (FOV) for unobstructed electro optical, radar, RF or other sensorcoverage, or can be used to jettison stores. The actuated strut can alsobe extended from the aircraft interior or retracted inboard back intothe cargo bay while in flight for the purpose of maintaining missionsecurity, reloading stores, changing sensors or other mission packagesaffixed to the end of the strut.

A second variant of the preferred embodiment of the present inventionincorporates a non-actuated strut attached to the AMP which is ofvariable length and angle in X, Y, or Z axis which also transits underan indent of a door plug mounted within an open doorway to position apayload external of the aircraft in a predetermined position whichremains static throughout the flight and does not require a 360 Field OfView (FOV).

For heavier payloads which require a diverse load transfer path into thecargo floor of the host aircraft the preferred apparatus of the AMP isequipped with at a plurality of articulated and in-flight removable LoadTransfer Braces (LTB) which extend inboard from the AMP which in tumdistributes the loads over a Floor Loads Plate (FLP) which ismechanically attached to at least a plurality of cargo floor tie downrings using adjustable cargo cam lock means.

Once the strut, AMP, and load transfer system are installed thepreferred embodiment incorporates a temporary, one or two piecesegmented pressurized door plug with a non-dedicated door retractionsystem which fully operable in flight. In either one or two pieceversions the door plugs are indented about the lower periphery toaccommodate the protrusion of the strut into the door panel in such away as to provide a pressurized seal about the strut when the door plugis closed.

The integrated system of the embodiment of the present invention alsoincorporates connectivity to and utilization of on board workstations,aircraft positional data, communications systems, data processingsystems, stores or other mission equipment linked to mounting andemployment of the fixed position or articulated strut described herein.Further the complete system of the present invention utilizes variousiron lung, litter, missile, winch, auxiliary or other existingelectrical power interfaces to drive the various components and missionsystems of the present invention on the host aircraft without the needfor modifications.

Installation of the completed special mission system strut, AMP, loadtransfer braces, door plug, and associated assemblies of the presentinvention are installed in the unique manner described herein to enableuse of the ADS rail system, operability of the host door plug, andextension and retraction of the strut while in flight withoutinterfering with the host aircraft's normal performance envelope,emergency egress, air drop or other back end operations of the hostaircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exploded view of the ADS Rail section and AMP with boltpatterns, 20 cam locks, and overall attachment methodologies of allplate angles holes and fastening components.

FIG. 1A is an exploded overview of the primary structural and mechanicalattachment mechanism of a strut of the present invention including themotor housing bolt assembly, strut motor housing casing, shoulderarmature assembly, strut, secondary wrist armature assembly, andadjustable sway braces.

FIG. 1B is an exploded overview of the primary structural and mechanicalattachment mechanism of a strut of the present invention including theadaptive mounting plate, adjustable cam locks, cargo tie down “D” rings,ADS rail, load transfer braces, floor load plate, adjustment bolts, loadtransfer brace flange, AMP restraining bolts, ADS restraining bolts, andAMP motor housing flanges.

FIG. 2 is a rotationally articulated strut being aligned to the AMPusing the lower section of the transport case after the AMP has beenattached to the ADS rail.

FIG. 3 depicts a strut deployed with ADS rail section and AMP attachedto same with both the lower close-out panel and upper door plug panelinstalled with, manual retract sockets, disengaging clutch handles, dualelectric drives, and control box.

FIG. 4 depicts the completed assembly installed and covered by aremovable armored housing.

FIG. 5 is an exterior depiction of a strut in the retracted positionwith a single sensor attached to BRU-12 bomb rack with, conformalfairing, and sway braces deployed and a observer bubble window installedwithin the door plug.

FIG. 6 depicts an external perspective of the subject apparatus with twostruts deployed simultaneously outboard of the aircraft fully extended,wherein one is equipped with a triple ejector rack loaded with threedispensable stores, and the other with an integrated EO/IR surveillanceand targeting sensor turret. In both instances the complete range ofmotion arcs of the struts into the aircraft is also depictedillustrating the ability of the strut gearing and drive mechanisms toaccommodate in flight retraction and extension for sensor change andstores re-loading.

FIG. 7 depicts and exterior view of an articulated strut in theretracted position with an RF communications pod and EWSP missilecounter measures fairing mounted outboard of the strut's secondary wristassembly with a bubble door and sway braces deployed.

FIG. 8 depicts a non-articulated, fixed position strut with EWSP missilecountermeasures pod equipped with IR detection set, lasercountermeasures, and an ALE-55 towed decoy.

FIG. 9 depicts an articulated strut with a triple ejector rack fitmenton the strut's BRU-12 rack carrying three releasable, in-flightre-loadable, doorway form compliant stores.

FIG. 10 depicts the installation of a completed mission assembly withthe strut retracted, observer chair stowed, and the load transfer bracesin the up and retracted position so as to enable use of the ADS railsfor air drop.

DETAILED DESCRIPTION OF THE INVENTION

The invention is now described in terms of the FIGURES to more fullydelineate in detail the scope, materials, components, conditions, andmethods associated with the design, and employment of the presentinvention.

FIGS. 1 through 1B depicts an exploded overview of the primarystructural and mechanical attachment mechanisms of a strut of thepresent invention assembled as it would normally be connected togetherand installed to achieve fitment of a pod or other apparatus aboard aLockheed-Martin C-130 aircraft 1, including one or more adaptivemounting plates (AMP) 11. Adaptive mounting plates 11 can be perforatedwith bolt holes which interface and otherwise permit connectivity to astandard ADS rail 12, by means of multiple AMP restraint bolts 23 (asshown in FIG. 1B). Once the adaptive mounting plates 11 have beensecured to the ADS rail 12, or a section of the ADS rail 12, the rail orsection can be positioned and secured to the aircraft floor utilizingmultiple ADS restraint bolts 24 and/or cargo tie down “D” rings 14, withadjustable cam locks 18 which can be tensioned by turning the adjustmentbolt 22, until the ADS rail 12, section is secure against the aircraftfloor. For aircraft not having an ADS rail 12 already installed, thoseskilled in the art of aircraft component fabrication can install an ADSrail or section that can be made to match the host aircraft cargo floorbolt pattern. In this manner, the present invention can be made toaccommodate a variety of airframe types.

As depicted in FIG. 2, the current invention can be housed within amodular case or cases so as to facilitate transport and aid inmechanical interface alignment. As shown, the invention can be in storedand transported in a strut transport and alignment case 20, a portion ofwhich can be temporarily secured to the aircraft floor when the strut isto be installed. A motor housing bolt assembly 25 (as shown in FIG. 1A)can be been inserted through and secured to an AMP motor housing flange26, to connect the strut 32, about a shoulder armature assembly 33, withthe adaptive mounting plate (AMP) 11. Once the strut 32 is secured tothe adaptive mounting plate (AMP) 11, the shoulder armature assembly 33can be rotated outboard and the strut transport & alignment case 20,disconnected and removed from the host aircraft. The strut isrotationally connected to the aircraft.

The shoulder armature assembly 33 accommodates the mounting andfunctional integration of one or more electrical drive motors 38. In oneembodiment, two redundant electrical drive motors 38 are each equippedwith a brake disengagement handle 39 for use in the event that bothdrive motor 38 fail. In such a failure the brake disengagement handle 39can be activated which allows the motors to turn freely therebypermitting a hand actuated speed wrench to be inserted into the manualretraction socket 40, to retract or extend the rotationally actuatedstrut 32. As shown in FIG. 4. the entire motor housing and shoulderarmature assembly 33, assembly can accommodate an AMP armor housing 19,to protect the manned operator typically located above at a bubbleviewing port.

As noted in FIGS. 5, 6, 7, and 9 the apparatus of the present inventionalso incorporates a secondary wrist armature assembly 34, which ismechanically connected to the shoulder armature assembly 33, by means ofa geared rotating linkage which keeps the wrist armature assembly 34 inthe vertical position as the rotationally actuated strut 32, isarticulated from a retracted to fully extended position exterior of theaircraft. This particular feature does not apply when fully retractingthe present invention into the fuselage of the host aircraft. Therotationally actuated strut 32, can be equipped with a standard NATOordinance rack 35, with a fourteen inch set of locking lugs which canalso be fitted with a pylon slipper to accommodate other ordinance racksincluding a triple ejector rack 36. Regardless of the ejector rackemployed, the payload can be stabilized by lateral, gust, and other windloads by a pair of adjustable sway braces 37, which can be fitted for avariety of pods and payloads suspended at the end of the rotationallyactuated strut 32. The operator control mechanism for the strut assemblycan located in a handheld device adjacent the door plug or built intothe door plug using indicator lights, cabling and switches common tothose skilled in aircraft engineering.

As depicted in FIG. 7, the rotationally actuated strut 32, can alsoaccommodate an Electronic Warfare Self Protection, EWSP fairing assembly42, attached as a knuckle adjacent the wrist armature assembly 34.

As depicted in FIG. 8, a non articulated strut 44, can also be mountedto the adaptive mounting plate (AMP) 11. Such a configuration can beutilized when rotation or other motion activation is not required, as inthe case of hosting dual EWSP missile countermeasures pod 62.

As depicted in FIGS. 3, 4, and 6, the embodiment of the presentinvention can also accommodate a rapidly removable pair of load transferbraces (LTB) 16 which can be hinged to the strut motor housing casing27. Such a configuration effectively increases the externally suspendedpayload weight of the sensor pods or other externally hung stores. Asshown in FIG. 10, if during the process of accommodating the increasedpayload the host aircraft must engage in air drop activities, thetransfer load transfer braces (LTB) 16 hinged to a load transfer braceflange 15 can be retracted to their vertical positions, the palletsjettisoned, and the load transfer brace (LTB) 16 and floor load plate(FLP) 17 can be re-secured to the host aircraft cargo floor cargo tiedown “D” rings 14 using adjustable cam locks 18. It is noted althoughnot depicted that a greater number and length of load transfer braces(LTB) 16 and floor load plates (FLP) 17 could be added to accommodate anincreased number of cargo tie down “D” rings, thereby providing agreater load dispersal area and corresponding increase in payloadcapability.

Method of Operation

The preferred methodology as described herein for installing andemploying the apparatus of the current invention typically involves twocrew members familiar with airframe maintenance. The entire assembly canbe man portable and can consist of a strut transport & alignment case20, a payload case of suitable size and typically not exceeding 400pounds, and typical single sensor pod/ordinance loader to position andelevate the sensor pod once the strut is installed.

The installation sequence can begin with the attachment of the struttransport & alignment case 20 to the floor of a host aircraft, forexample a Lockheed-Martin C-130 aircraft 1, wherein the paratroop doorwould be opened and secured. The adaptive mounting plate (AMP) 11 couldbe secured to the ADS rail 12, and the rotationally actuated strut 32,assembly secured to the AMP motor housing flange 26, by means of themotor housing bolt assembly 25. At this point the rotationally actuatedstrut 32, would be rotated about the shoulder armature assembly 33,through the open doorway, and the single piece door plug 55, oralternatively the combined door plug upper panel 56, and door plug lowerpanel 57, installed to seal the doorway.

The load transfer braces (LTB) 16 and floor load plate (FLP) 17 assemblycould then be lowered into position and connected to multiple cargo tiedown “D” ring 14, means by using several adjustable cam locks 18 securedin place by multiple adjustment bolts 22. Finally, the entire shoulderarmature assembly 33, twin drive motors 38, and associated electricaland mechanical gearing could be covered by a removable AMP armor housing19. The entire system could be checked using a localized controller toverify indicator light positions against the actual position of thestrut. The strut emergency manual retract could also be tested. The doorassembly could then be tested for functionality and non-interferencewith the rotationally actuated strut 32, assembly.

The rotationally actuated strut 32 assembly could be secured in the upor retracted position external to the aircraft in readiness forattachment of various payloads to the NATO ordinance rack 35, or tripleejector rack 36. A typical bomb/ordinance loader carrying any number ofpayloads including a single sensor 60, and RF antenna pod 61, and EWSPmissile countermeasures pod 62, jettisonable stores 64, or other sensorpod could be positioned below the NATO ordinance rack 35, or tripleejector rack 36, and the mission components physically attached to therotationally actuated strut 32, assembly using procedures and methodscommon within the field of ordinance loading. The loader could then beremoved along with the strut transport and alignment case 20, and thevarious power, data, pod and control system cables connected fordiagnostics testing and ultimate mission usage.

While preferred embodiments have been shown and described, varioussubstitutions and modifications may be made without departing from thespirit and scope of the invention. Accordingly it is to be understoodthat the present invention has been described by way of illustration andnot limitation.

What is claimed is:
 1. A method of installing a mission payload mountingapparatus to an aircraft comprising: temporarily attaching a struttransport and alignment case to a floor of the aircraft, wherein thestrut transport and alignment case houses: an adaptive mounting system(AMS) plate; and a strut; interfacing the AMS plate to one or more AirDeployment System (ADS) rails; coupling the strut to the AMS plate,wherein the strut further extends from an interior of the aircraft to anexterior of the aircraft via a pressurized door plug that interfaces tothe aircraft; and removing the strut transport and alignment case fromthe floor of the aircraft.
 2. The method of claim 1, wherein theinterfacing the AMS plate to the one or more ADS rails comprisescoupling the AMS plate to the floor of the aircraft via the ADS rails.3. The method of claim 1, wherein coupling the strut to the AMS platefurther comprises: coupling a bolt assembly to the strut; coupling aflange to the AMS plate; and coupling the bolt assembly to the flange.4. The method of claim 1, wherein the strut is capable of beingrotationally actuated.
 5. The method of claim 4, wherein the strut iscapable of being rotationally actuated by: one or more electric drivemotors; or one or more hand wrenches.
 6. The method of claim 4, furthercomprising: rotating the strut through an open doorway of the aircraft;and sealing the open doorway via the pressurized door plug.
 7. Themethod of claim 6, wherein the pressurized door plug comprises: a singlepiece door plug; or a combined door plug upper panel and a door pluglower panel.
 8. The method of claim 7, wherein an operator controlmechanism for the strut is placed in a handheld assembly that is:mounted adjacent to the pressurized door plug; or built into thepressurized door plug.
 9. The method of claim 6, wherein the strut isrotated to a position below a lower periphery of the aircraft.
 10. Themethod of claim 4, wherein the strut is coupled to the AMS plate via ashoulder armature assembly, the should armature assembly being coupledto a first end of the strut.
 11. The method of claim 10, furthercomprising coupling a wrist armature assembly to a second end of thestrut.
 12. The method of claim 11, wherein the wrist armature assemblyis mechanically connected to the shoulder armature assembly.
 13. Themethod of claim 12, wherein: the wrist armature assembly is mechanicallyconnected to the shoulder armature assembly; and the wrist armatureassembly is capable of being maintained in a vertical position relativeto the aircraft while the strut is rotationally actuated through a rangeof angles.
 14. The method of claim 1, further comprising: interfacing afirst end of a removable load transfer brace to the AMS plate, whereinthe AMS plate extends inboard; and interfacing a second end of theremovable load transfer brace to the floor of the aircraft.
 15. Themethod of claim 14, wherein the second end of the removable loadtransfer brace is interfaced to the floor of the aircraft via one ormore cargo tie down “D” rings and one or more adjustable cam lockssecured by one or more adjustment bolts.
 16. The method of claim 1,wherein the AMS plate is milled to accommodate one or more restraint andbolt devices specific to the ADS rails, wherein the restraint and boltdevices are operable to interface the AMS plate and the ADS rails. 17.The method of claim 1, further comprising attaching an ordinance rack tothe strut.
 18. The method of claim 17, wherein the ordinance rackfurther comprises one or more adjustable sway braces adapted for one ormore payloads attached to the ordinance rack.
 19. A mission payloadmounting apparatus comprising: a strut transport and alignment casecapable of being temporarily attached to a floor of an aircraft,wherein: the strut transport and alignment case houses: an adaptivemounting system (AMS) plate capable of being interfaced to one or moreAir Deployment System (ADS) rails of the aircraft; and a strut that iscoupled to the AMS plate, wherein the strut further extends from aninterior of the aircraft to an exterior of the aircraft via apressurized door plug that interfaces to the aircraft.
 20. The missionpayload mounting apparatus of claim 19, wherein the strut is capable ofbeing rotationally actuated.